Vehicle anti-crash safety device

ABSTRACT

An anti-crash safety device includes a supporting frame for securely mounting to a vehicle body and an impact rebounding unit which includes at least a resilient reinforcing member supported by the supporting frame at a position spaced apart from the vehicle body for shielding at least a portion of the vehicle body and at least a shock absorbing element rearwardly extended from the resilient reinforcing member. The resilient reinforcing member is adapted to retain a restoring force for bounding an impact force away from the vehicle body when the impact force is applied on the resilient reinforcing member. The shock absorbing element is adapted for applying an urging force to absorb the impact force from the resilient reinforcing member so as to minimize the impact force transmitting from the resilient reinforcing member to the vehicle body and to protect the vehicle body from being crashed by the impact force.

CROSS REFERENCE OF RELATED APPLICATION

This is a Divisional application of a non-provisional application havingan application No. 10/871,314 and a filing data of Jun. 18, 2004.

BACKGROUND OF THE PRESENT INVENTION

1. Field of Invention

The present invention relates to safety device for vehicles and, moreparticularly to an anti-crash safety device which is a combination of aconventional bumper and a shock absorber for simultaneously absorbingthe impact force and bouncing the impact force back so as to protect thevehicle as well as guarantee the maximum safety of the vehicleoccupants.

2. Description of Related Arts

The most popular anti-crash devices for a vehicle are bumpers. As itsname implies, a bumper is a part of car designed to withstand the impactfrom collisions. Most bumpers were shields made of rubber, butincreasingly bumpers are made of metal, that are mounted on the frontand rear of a passenger car. When a low speed collision occurs, thebumper system absorbs the shock to prevent or reduce damage to the car.Some bumpers use energy absorbs or brackets and others are made with afoam cushioning materials.

Commonly, the typical vehicle bumpers comprise a primarily plasticand/or steel construction designed for elastic deformation up to animpact. These bumpers are typically designed to prevent or reducephysical damage to the front and rear ends of passenger motor vehiclesin low-speed collisions, not designed to be structural components thatwould significantly contribute to vehicle crashworthiness or occupantprotection during front or rear collisions. In other words, the bumperis not a safety feature intended to prevent or mitigate injury severityto occupants in the passenger cars. This is to say that a bumper is notsuitable for overcoming a high energy impact, for example, a severecollision of a high-speed running car. They are merely designed forpreventing slight collision or vehicle body scratches of parking impact,such as protecting the hood, trunk, grille, fuel, exhaust and coolingsystem as well as safety related equipment such as parking lights,headlamps and taillights in low speed collisions.

Nowadays, people of our society are highly aware of security issues. Asa result, the trucks and SUVs having a tough outlook shape began todominate the roads in last decade. Out of question, these kinds of toughvehicles have higher chassis as well as enlarged bumper. Furthermore,the advent of SUVs has led to the installation of large metal grills aspart of a vehicle's bumper, increasing the damage caused on othervehicles/cyclists/pedestrians in a collision. It is largely because ofsuch enlarged bumpers that SUVs are twice as likely to kill pedestriansthey hit as are cars at equal speeds. So, the conventional bumper is outof time since the performance in safety perspective is not qualifiedanymore. For example, if a sedan with conventional bumper collides witha SUV equipped with a metal bumper, the sedan's bumper are not able toprotect the vehicle from being crashed since the SUVs' bumper is in ahigher elevation and intensified performance.

What is more, since the bumper are made of rigid materials, such assteel and utility plastics, the principle function of the bumper isfunctioned as a buffer zone for preventing the vehicle from directcontact with other objects. This is to say the conventional bumper couldnot absorb the shock caused by a severe collision. Inclusively, the SUVsinstalled metal grilled bumper could not absorb the impact shock either.However, the serious shock could result to long term personal injury,even to an extent, death. As a result, it is highly desirable to developa kind of bumper, which is shock absorbable and ultimate safe.

SUMMARY OF THE PRESENT INVENTION

A main object of the present invention is to provide an anti-crashsafety device for a vehicle, wherein the anti-crash safety device isadapt for simultaneously absorbing the impact force by offsetting theimpact force so as to protect the vehicle.

Another object of the present invention is to provide an anti-crashsafety device for a vehicle, wherein the anti-crash safety device notonly protects the vehicle from low speed slight collision, but alsominimize the damage from a high speed collision.

Another object of the present invention is to provide an anti-crashsafety device for a vehicle, wherein the anti-crash safety device isself-restoring after collision, such as parking impact, so the repair isnormally not required.

Another object of the present invention is to provide an anti-crashsafety device for a vehicle, wherein the shape, size as well as theprotecting intensity of the anti-crash safety device is adjustable sothat the safety device could be installed in different kinds of car.

Another object of the present invention is to provide an anti-crashsafety device for a vehicle, wherein no complicated structure and partsare required to fulfill above mentioned functions.

Accordingly, to achieve above mentioned objects, the present inventionprovide an anti-crash safety device for a vehicle having a vehicle body,the anti-crash safety device comprises:

a supporting frame adapted for securely mounting to the vehicle body;and

an impact rebounding unit, which is supported by the supporting frame,comprising:

at least a resilient reinforcing member positioned spaced apart from thevehicle body and defining a receiving cavity between the resilientreinforcing member and the vehicle body for shielding at least a portionof the vehicle body, wherein the resilient reinforcing member is adaptedto retain a restoring force for bounding an impact force away from thevehicle body when the impact force is applied on the resilientreinforcing member; and

at least a shock absorbing element rearwardly extended from theresilient reinforcing member within the receiving cavity, wherein theshock absorbing element is adapted for applying an urging force toabsorb the impact force from the resilient reinforcing member so as tominimize the impact force transmitting from the resilient reinforcingmember to the vehicle body and to protect the vehicle body from directlybeing crashed by the impact force.

These and other objectives, features, and advantages of the presentinvention will become apparent from the following detailed description,the accompanying drawings, and the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an anti-crash safety device installed ona vehicle according to a preferred embodiment of the present invention.

FIG. 2 is an exploded perspective view of the above anti-crash safetydevice according to the above preferred embodiment of the presentinvention.

FIG. 3A is a top view of an anti-crash safety device for a vehicleaccording to the above preferred embodiment of the present invention.

FIG. 3B is a top view of an anti-crash safety device for a vehicleaccording to the above preferred embodiment of the present inventionillustrating an impact force applying on the anti-crash safety device.

FIG. 4 is a top view of an alternative mode of anti-crash safety deviceaccording to the above preferred embodiment of the present invention.

FIG. 5 is a sectional view showing the anti-crash safety deviceinstalled inside the vehicle body for protecting the engine according tothe above preferred embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to the FIGS. 1 and 2 of the drawings, an anti-crash safetydevice for a vehicle according to a preferred embodiment of the presentinvention is illustrated. The anti-crash safety device comprises asupporting frame 10 adapted for securely mounting to a vehicle body 2 ofthe vehicle. As shown in FIG. 1, the anti-crash safety device is adaptedto be installed at both the front end and rear end of a vehicle. In thisspecification, the front end anti-crash safety device is introduced forillustrative purpose.

Preferably, the supporting frame 10 is made of H-shaped rigid steelextended from the vehicle body, such as a chassis of the vehicle.According to the first preferred embodiment of the present invention,the supporting frame 10 is upwardly and frontwardly extended from thevehicle body 2.

The anti-crash safety device further comprises an impact rebounding unit20, which is supported by the supporting frame 10 for protecting thevehicle body 2 from being crashed, wherein the impact rebounding unit 20comprises at least a resilient reinforcing member 21 positioned spacedapart from the vehicle body 2 and defining a receiving cavity 30 betweenthe resilient reinforcing member 21 and the vehicle body 2 for shieldingat least a portion of the vehicle body 2, wherein the resilientreinforcing member 21 is adapted to retain a restoring force forbounding an impact force away from the vehicle body 2 when the impactforce is applied on the resilient reinforcing member 21.

The impact rebounding unit 20 further comprises at least a shockabsorbing element 23 rearwardly extended from the resilient reinforcingmember 21 within the receiving cavity 30, wherein the shock absorbingelement 23 is adapted for storing an urging force to absorb the impactforce from the resilient reinforcing member 21 so as to minimize theimpact force transmitting from the resilient reinforcing member 21 tothe vehicle body 2 and to protect the vehicle body 2 from directly beingcrashed by the impact force.

As shown in FIG. 2, the resilient reinforcing member 21 is a curvedelongated meshed shaped metal longitudinally extended with respect tothe vehicle body 2 to form as a safeguard thereof. Here, the resilientreinforcing member 21 as an exterior member is disposed in a front endof the vehicle along its lateral direction. Preferably, the resilientreinforcing member 21 is made of rigid but bendable material, such thatwhen the impact force is applied on the resilient reinforcing member 21,the resilient reinforcing member 21 is bent for bounding back the impactforce. The mesh shaped resilient reinforcing member 21 is capable ofreducing the wind resistance and facilitating the heat dissipation ofthe engine within the vehicle body 2.

Referring to FIG. 2, the shock absorbing element 23 comprises acompression spring having a coupling end 231 coupled with the resilientreinforcing member 21 and a biasing end 232 extended for biasing towardsthe vehicle body 2, such that when the impact force is applied on theresilient reinforcing member 21, the shock absorbing element 231 iscompressed to absorb the impact force.

As shown in FIG. 2, the shock absorbing element 23 are alignedlypositioned along the resilient reinforcing member 21 for absorbing theimpact force therefrom. It is noted that the quantity of shock absorbingelement 23 is adjustable according to the vehicle's size, shape as wellas the size and shape of the resilient reinforcing member 21. The setsof shock absorbing element 23 are mechanical devices designed to smoothout a shock impulse and dissipate kinetic energy for protecting thevehicle body 2. In other words, when the impact force is applied on theresilient reinforcing member 21, the impact force is absorbed byreforming the resilient reinforcing member 21 and by compressing theshock absorbing elements 23 while both the resilient reinforcing member21 and the shock absorbing elements 23 provide rebounding forcesrespectively to offset the impact force.

Here, it is noted that the intensity of the shock absorbing element 23is adjustable, i.e. the users could choose stiffer (higher rate) springsor soft (lower rate) springs while controlling the range of reboundingstrength. On the other hand, the number of resilient retention member 22could be changed according to the intensity of shock absorbing element23 being used.

The impact rebounding unit 20 further comprises at least one resilientretention member 22 supported by the supporting frame 10 within thereceiving cavity 30 at a position behind the resilient reinforcingmember 21, wherein the shock absorbing element 23 is supported withinthe receiving cavity 30 substantially to bias between the resilientreinforcing member 21 and the resilient retention member 22.

As shown in FIG. 3A, the resilient retention member 22, which is made ofrigid but bendable material, forms as a curved elongated member alignedwith the resilient reinforcing member 21 to form the receiving cavity 30having an oval shape that a distance between the resilient retentionmember 22 and the resilient reinforcing member 21 is gradually reducingfrom a mid-portion to two side portions. In other words, the resilientreinforcing member 21 and the resilient retention member 22 arerespectively bent to form the oval shaped receiving cavity 30therebetween so that when the impact force is applied the resilientreinforcing member 21 as well as the impact rebounding unit 20, the archshaped resilient reinforcing member 21 would be deformed to create acounterforce, i.e. the rebounding force, thereby significantly reducingthe impact impugned on the vehicle body 2.

The resilient retention member 22 acting as a stiffening member issupported behind the resilient reinforcing member 21. Here, theresilient retention member 22 has stiffness stronger than a stiffness ofthe resilient reinforcing member 21 such that the resilient retentionmember 22 is adapted to withstand the impact force applied to theresilient reinforcing member 21. In other words, the resilient retentionmember 22 is adapted to protect the vehicle body 2 by distributing anexcessive impact force applied on the resilient reinforcing member 21.

According to the first preferred embodiment of the present invention,the coupling end 231 of the shock absorbing element 23 is extended fromthe resilient reinforcing member 21 while the biasing end 232 of theshock absorbing element 23 is extended from the resilient retentionmember 22. In other words, the impact force is transmitted from theresilient reinforcing member 21 to the resilient retention member 22through the shock absorbing element 23.

As shown in FIG. 3B, when the impact force is applied on the resilientreinforcing member 21, the resilient reinforcing member 21 will be bentto deform its curvature so as to absorb a portion of the impact forcewhile the rest of the impact force will transmit to the shock absorbingelement 23 so as to compress the shock absorbing element 23. It is worthto mention that when the shock absorbing element 23 is compressed, thedistance between the resilient reinforcing member 21 and the resilientretention member 22 is reduced. Accordingly, the total rebounding forceof the resilient reinforcing member 21 and the shock absorbing element23 may sufficient to offset the impact force when the impact force isrelatively small.

Once the impact force is relatively large, the excessive impact force,which does not be offset from the resilient reinforcing member 21 andthe shock absorbing element 23, will transmit to the resilient retentionmember 22. Therefore, the resilient retention member 22 will be bent todeform its curvature to restore a rebounding force so as to absorb theexcessive impact force. It is worth to mention that the impactrebounding unit 20, i.e. the resilient reinforcing member 21, the shockabsorbing element 23 and the resilient retention member 22, will providea counter force (rebounding force) to offset the impact force. As aresult, the impact rebounding unit 20 could cushion the vehicle body 2from direct impact. In other words, the damage to the vehicles could besignificantly reduced.

FIG. 4 illustrates an alternative mode of the shock absorbing element ofthe anti-crash safety device according to the first preferred embodimentof the present invention is illustrated. The shock absorbing element 23′comprises a Z-shaped spring having a front portion coupled with theresilient reinforcing member 21 and a rear portion extended for biasingtowards the vehicle body 2, such that when the impact force is appliedon the resilient reinforcing member 22, the shock absorbing element 23′is depressed to absorb the impact force.

Referring to the FIG. 5, the anti-crash safety device can be installedinside the vehicle body 2 according to the preferred embodiment of thepresent invention is illustrated. The impact rebounding unit 20 ispositioned in front of an engine of the vehicle for shielding the engineof the vehicle from being impacted, as shown in FIG. 5. According to thepreferred embodiment, the anti-crash safety device is installed betweenthe coolant container and engine to further protect the engine as wellas the vehicle occupants from being damaged. Therefore, when a compactvehicle collides with a full size vehicle, the impact rebounding unit 20can protect the engine of the compact vehicle while the impact force isdirectly applied on the vehicle body 2 of the compact vehicle.

Finally, it is worth to mention that the anti-crash safety device can bebuilt-in with the vehicle bumper such that the anti-crash safety deviceis hidden behind the outer side of the vehicle bumper so as to enhancethe appearance of the vehicle.

One skilled in the art will understand that the embodiment of thepresent invention as shown in the drawings and described above isexemplary only and not intended to be limiting.

It will thus be seen that the objects of the present invention have beenfully and effectively accomplished. It embodiments have been shown anddescribed for the purposes of illustrating the functional and structuralprinciples of the present invention and is subject to change withoutdeparture from such principles. Therefore, this invention includes allmodifications encompassed within the spirit and scope of the followingclaims.

1. An anti-crash safety device for a vehicle having a vehicle body, comprising: a supporting frame adapted for securely mounting to said vehicle body; and an impact rebounding unit, which is supported by said supporting frame, comprising: at least a resilient reinforcing member, which is made of bendable material, positioned spaced apart from said vehicle body to form an elongated member longitudinally extended with respect to said vehicle body for shielding at least a portion of said vehicle body, wherein said resilient reinforcing member is adapted to retain a restoring force for bounding an impact force away from said vehicle body when said impact force is applied on said resilient reinforcing member; and at least one resilient retention member, which is made of bendable material, supported by said supporting frame at a position between said resilient reinforcing member and said vehicle body, wherein said resilient retention member is aligned with said resilient reinforcing member to form a receiving cavity therebetween, wherein a curvature of said resilient retention member is different from a curvature of said resilient reinforcing member to form a non-uniform distance between said resilient reinforcing member and said resilient retention member.
 2. The anti-crash safety device, as recited in claim 1, wherein said impact rebounding unit further comprises at least a shock absorbing element supported within said receiving cavity at a position between said resilient reinforcing member and said resilient retention member, wherein said shock absorbing element is adapted for applying an urging force to absorb said impact force from said resilient reinforcing member so as to minimize said impact force transmitting from said resilient reinforcing member to said vehicle body and to protect said vehicle body from directly being crashed by said impact force.
 3. The anti-crash safety device, as recited in claim 1, wherein a distance between said resilient retention member and said resilient reinforcing member is gradually reducing from a mid-portion to two side portions.
 4. The anti-crash safety device, as recited in claim 2, wherein a distance between said resilient retention member and said resilient reinforcing member is gradually reducing from a mid-portion to two side portions.
 5. The anti-crash safety device, as recited in claim 1, wherein a stiffness of said resilient retention member is stronger than a stiffness of said resilient reinforcing member.
 6. The anti-crash safety device, as recited in claim 4, wherein a stiffness of said resilient retention member is stronger than a stiffness of said resilient reinforcing member.
 7. The anti-crash safety device, as recited in claim 2, wherein said shock absorbing element comprises at least a compression spring having two ends biasing against said resilient reinforcing member and said resilient retention member respectively.
 8. The anti-crash safety device, as recited in claim 6, wherein said shock absorbing element comprises at least a compression spring having two ends biasing against said resilient reinforcing member and said resilient retention member respectively.
 9. The anti-crash safety device, as recited in claim 2, wherein said shock absorbing element comprises a Z-shaped spring having front and rear portions biasing against said resilient reinforcing member and said resilient retention member respectively.
 10. The anti-crash safety device, as recited in claim 6, wherein said shock absorbing element comprises a Z-shaped spring having front and rear portions biasing against said resilient reinforcing member and said resilient retention member respectively.
 11. A vehicle, comprising: a vehicle body receiving an engine therein; and an anti-crash safety device, which comprises: a supporting frame securely mounted to said vehicle body; and an impact rebounding unit, which comprise: at least a resilient reinforcing member, which is made of bendable material, positioned spaced apart from said vehicle body to form an elongated member longitudinally extended along said vehicle body to shield at least a portion of said vehicle body, wherein said resilient reinforcing member is adapted to retain a restoring force for bounding an impact force away from said vehicle body when said impact force is applied on said resilient reinforcing member; and at least one resilient retention member, which is made of bendable material, supported by said supporting frame at a position between said resilient reinforcing member and said vehicle body, wherein said resilient retention member is aligned with said resilient reinforcing member to form a receiving cavity therebetween, wherein a curvature of said resilient retention member is different from a curvature of said resilient reinforcing member to form a non-uniform distance between said resilient reinforcing member and said resilient retention member.
 12. The vehicle, as recited in claim 11, wherein said impact rebounding unit further comprises at least a shock absorbing element supported within said receiving cavity at a position between said resilient reinforcing member and said resilient retention member, wherein said shock absorbing element is adapted for applying an urging force to absorb said impact force from said resilient reinforcing member so as to minimize said impact force transmitting from said resilient reinforcing member to said vehicle body and to protect said vehicle body from directly being crashed by said impact force.
 13. The vehicle, as recited in claim 11, wherein a distance between said resilient retention member and said resilient reinforcing member is gradually reducing from a mid-portion to two side portions.
 14. The vehicle, as recited in claim 12, wherein a distance between said resilient retention member and said resilient reinforcing member is gradually reducing from a mid-portion to two side portions.
 15. The vehicle, as recited in claim 12, wherein said shock absorbing element comprises at least a compression spring having two ends biasing against said resilient reinforcing member and said resilient retention member respectively.
 16. The vehicle, as recited in claim 12, wherein said shock absorbing element comprises a Z-shaped spring having front and rear portions biasing against said resilient reinforcing member and said resilient retention member respectively.
 17. The vehicle, as recited in claim 11, wherein a stiffness of said resilient retention member is stronger than a stiffness of said resilient reinforcing member.
 18. The vehicle, as recited in claim 14, wherein a stiffness of said resilient retention member is stronger than a stiffness of said resilient reinforcing member.
 19. The vehicle, as recited in claim 12, wherein said supporting frame is mounted to a vehicle frame of said vehicle body, wherein said impact rebounding unit is positioned in front of said vehicle body to shield a front portion of said vehicle body from being impacted.
 20. The vehicle, as recited in claim 12, wherein said supporting frame is mounted to a vehicle frame of said vehicle body, wherein said impact rebounding unit is positioned in front of said engine of said vehicle to shield said engine of said vehicle from being impacted. 